Aircraft internal wing and design

ABSTRACT

An aircraft designed with three wings located on either side of the fuselage. The forward wing has a downward angle with a curved top and bottom surface. The upper wing is located towards the rear of the aircraft and above the forward wing. The lower wing is located below the upper wing and slightly forward. It is also located to the rear and below of the forward wing. The outer ends of all three wings come into contact at one point. The forward wing uses the Coanda effect to increase the airflow across the top surface of the bottom wing. The aircraft can be designed so that it is large enough to carry people and/or cargo, or to be small enough to be flown as a toy aircraft. The like design can use any type of aircraft engine commonly used today. One embodiment of the aircraft has two turbines, shaft-coupled to a power source, located on either side of the forward end of the fuselage. Each engine has part of its thrust diverted through and directed by a plenum disposed internal of the coanda toward both sides of the fuselage so that an equal amount of thrust flows through the duct and over the wings on either side of the fuselage. This ensures equal lift on the coanda and both wings on either side of the fuselage in the event that one engine malfunctions.

REFERENCE TO PENDING APPLICATIONS

This is a continuation-in-part patent application claiming priority ofcurrently pending U.S. patent application Ser. No. 10/046,957, entitled“Aircraft Internal Wing and Design,” to Robert Jonathan Carr, and havinga filing date of Jan. 14, 2002, the specification of which isincorporated herein by reference.

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a wing design for an aircraft. The wingdesign can be used on aircraft capable of carrying passengers and cargoas well as on model aircraft built and designed without the capabilityof carrying passengers or cargo to be flown for recreation. The presentinvention can be incorporated into a powered aircraft or glider.

BACKGROUND OF THE INVENTION

It is common knowledge that air pressure at a point on the surface of amoving object is a function of the velocity with which air streams overthe surface at that point. Indeed, this principle is the basis foraircraft design; that is, it is common practice to shape the wings of anaircraft so that the velocity of air streaming over the top surface ofeach wing is greater than the velocity of air streaming over the bottomsurface of the wing. This velocity differential, achieved by the contourof the wing, results in a pressure differential across the wing so thata net force, lift, is exerted on the wing to support the aircraft inflight.

Traditional modem day aircraft typically have a single wing located oneither side of the fuselage of the aircraft. The airflow over thesewings provides the lift required to raise the aircraft off of theground. There is typically a tail located at the aft end of the fuselagewith a vertical member and two horizontal members, one located on eachside of the vertical member. The tail provides stability for theaircraft in flight. Also, the tail and the leading and trailing edge ofthe wing typically contain the control surfaces which are used tomaneuver and turn the aircraft.

The present inventor has two prior patents relating to wing designswhich diverge from the typical modern aircraft design. U.S. Pat. No.4,568,042 (“the '042 patent”) issued on Feb. 4, 1986 discloses anaircraft having a fuselage provided with an internal duct extendinglongitudinally therethrough to provide an internal wing for the craft,the internal duct having the forward end open for receiving an airstream therethrough and the aft end thereof open for discharge of theair stream therefrom, the internal contour of the duct being alterablein accordance with required operational conditions for the flight of thecraft, and a plurality of control flaps and/or vanes provided at the aftend of the duct for providing operational controls for the craft in themanner of a more conventional external wing craft.

U.S. Pat. No. 4,579,300 (“the '300 patent”) issued on Apr. 1, 1986discloses how lift for an aircraft is provided by forming a longitudinallifting duct therethrough, said lifting duct having a substantiallyplanar roof and a longitudinally cambered floor. When the aircraft isdriven forwardly, a stream of air enters and passes through the liftingduct and the contouring of the floor of the lifting duct give rise to apressure gradient in the air stream which result in a higher pressure onthe roof of the lifting duct than on the floor thereof so that thepressure difference provides lift for the aircraft.

The drawback to the aircraft design found in the '042 and '300 patentsis that the aircraft had little wing span. This in turn meant that theaircraft had less desirable gliding range in the event of loss of power.

The present invention also provides a structurally much stronger wingconfiguration than a traditional aircraft wing design with a single wingprotruding transverse to the longitudinal axis of the fuselage.

BRIEF SUMMARY OF THE INVENTION

The applicant has come up with an improved aircraft design. The aircrafthas three wings and uses the Coanda effect to increase the liftavailable on the wings for a given speed. It also has an improved aspectratio over the aircraft disclosed in the '042 and '300 patents andtherefore provides better glide capabilities.

It is to be understood that both the foregoing general description andthe following detailed description are exemplary and explanatory only,and are not restrictive of the invention as claimed. The accompanyingdrawings, which are incorporated herein by reference, and whichconstitute a part of this specification, illustrate certain embodimentsof the invention and, together with the detailed description, serve toexplain the principles of the present invention.

In this respect, before explaining at least one embodiment of theinvention in detail, it is to be understood that the invention is notlimited in this application to the details of construction and to thearrangement so the components set forth in the following description orillustrated in the drawings. The invention is capable of otherembodiments and of being practiced and carried out in various ways.Also, it is to be understood that the phraseology and terminologyemployed herein are for the purpose of description and should not beregarded as limiting. As such, those skilled in the art will appreciatethat the conception upon which this disclosure is based may readily beutilized as a basis for the designing of other structures, methods andsystems for carrying out the present invention. It is important,therefore, that the claims be regarded as including such equivalentconstructions insofar as they do not depart from the spirit and scope ofthe present invention.

Further, the purpose of the foregoing abstract is to enable the U.S.Patent and Trademark Office and the public generally, and especially thedesign engineers and practitioners in the art who are not familiar withpatent or legal terms or phraseology, to determine quickly from acursory inspection the nature and essence of the technical disclosure ofthe application. The abstract is neither intended to define theinvention of the application, which is measured by the claims, nor is itintended to be limiting as to the scope of the invention in any way.

The present invention has a design which takes advantage of the Coandaeffect. The Coanda effect causes fluids which are flowing over a curvedsurface to continue to follow the curvature of that surface. The Coandaeffect is best demonstrated by holding a curved surface such as the sideof a glass under a running stream of water. As the glass is held on itsside, the water falls onto the top side of the glass and will encirclethe glass as it flows over its circumference.

The present invention has three wings located on either side of thefuselage. The outer edge of all three wings are joined together. Theleading wing or coanda is mounted forward of the upper and lower wing.The coanda has a downward sloping angle with a curved top and bottomsurface. The upper wing is mounted higher on the fuselage and towardsthe rear in relation to the coanda. The lower wing is mounted below andslightly forward of the upper wing. The lower wing is also below and tothe rear of the coanda. The upper surfaces of the upper wing and thelower wing are curved while the undersides of both the upper and lowerwings are generally flat. This provides lift when the aircraft moves inthe forward direction.

The coanda takes advantage of the Coanda effect and pulls more air overthe lower wing. This increases both the density of the air flowing overthe lower wing as well as the velocity across it. This in turn helpsincrease the lift.

The coanda helps create a split flow between the upper and lower wingscreating a boundary layer separation from the bottom of the top wing andadhesion of the airflow to the wing resulting in a low pressure areajust above the lower wing and a high pressure area below the upper wing.The upper and lower wings also create a venturi which also adds to thelow pressure just above the lower wing. The jet-pumping action inducedby the contours enhance thrust, lift and general stability. Thesynergistic effect of the coanda and the upper and lower wings induces acentrifugal flow component that provides additional stability for theaircraft.

The centrifugal flow component creates a pair of vortices, one underboth of the upper wings. These vortices rotate in a counter-clockwisedirection when looking from the end of the wings towards the fuselage ofthe plane. The location of the vortices varies as a function of thespeed of the aircraft forward. As the speed of the aircraft increases,the vortices tend to move in an aftward direction underneath the upperwing. In alternate embodiments of the present invention, a Kruger flapcan be installed on the bottom side of the upper wing just aft of theleading edge. By extending the Kruger flap or opening the Kruger flap,the location of the vortices can be moved forward.

The aircraft can be controlled by conventional control surfaces found onthe coanda, the upper and lower wings, as well as the tail. In analternative embodiment, the aircraft can be controlled by a variablecamber aero hydronamic surface (VCAHS). The VCAHS is a series ofcollapsible and expandable honeycomb chambers located on the surface ofthe wings. These are coupled to a pressure manifold and a vacuummanifold. A flexible surface would then be used on top of the VCAHS toprovide the outer surfaces of the coanda and upper and lower wings. Thecontour of the surfaces could then be altered to adjust the high and lowpressure areas around the wings and provide control of the aircraft.This reduced the drag inherent with convention control surfaces.

The present invention can be used on aircraft designed to passengers andcargo as well as model or toy aircraft designed to be flown asrecreation or a hobby. Such model or toy aircraft are typically launchedby throwing them by hand or in the alternative by powering them with asmall remote controlled motor or engine.

The present invention, when coupled with a jet propulsion system, can becapable of short takeoff and landing performance (STOL). This can beachieved by opening the saddle shunt just aft of the engines so that thethrust coming off of the engines flows across the coanda and upper andlower wing surfaces while a pair of thrust diverters located on eitherside of the aft end of the fuselage divert the thrust. Once airborne,the thrust diverters can be retracted so that the thrust coming acrossthe coanda and wings of the aircraft provide a forward thrust. When theaircraft reaches the desired altitude, the saddle shunts can then beclosed so that the thrust from the engines flows through the duct worklocated in the fuselage out the rear of the aircraft.

Additional objects and advantages of the invention are set forth, inpart, in the description which follows and, in part, will be apparent toone of ordinary skill in the art from the description and/or from thepractice of the invention.

These together with other objects of the invention, along with thevarious features of novelty which characterize the invention, arepointed out with particularity in the claims annexed to and forming apart of this disclosure. For a better understanding of the invention,its operating advantages and the specific object attained by its uses,reference would be had to the accompanying drawings, depictions anddescriptive matter in which there is illustrated preferred embodimentsand results of the invention.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front perspective view of an aircraft incorporating thepresent invention.

FIG. 2 is a lower rear perspective view of an aircraft incorporating thepresent invention.

FIG. 3 is an upper rear perspective view of an aircraft incorporatingthe present invention.

FIG. 4 is a left side view of an aircraft incorporating the presentinvention.

FIG. 5 is a top view of an aircraft incorporating the present invention.

FIG. 6 is a front view of an aircraft incorporating the presentinvention.

FIG. 7 is a rear view of an aircraft incorporating the presentinvention.

FIG. 8 is a perspective view of the variable camber aero hydrodynamicsurface (VCAHS).

FIG. 9 is a cross-sectional view of an upper wing with a VCAHS surface.

FIG. 10 is a top view showing the ducting of an aircraft incorporatingthe present invention along with the preferred embodiment of the powerconfiguration.

FIG. 11 is a side view showing the ducting of an aircraft incorporatingthe present invention along with the preferred embodiment of the powerconfiguration.

FIG. 12 is a sectional side view of the saddle shunt in the openposition.

FIG. 13 is a sectional side view of the saddle shunt in the closedposition.

FIG. 14 is a top view of an aircraft incorporating the present inventionand using conventional control surfaces.

FIG. 15 is a side view of an aircraft incorporating the presentinvention and using conventional control surfaces.

FIG. 16 is a cross-section view of the port side wings with arrowsindicating the air flow.

DETAILED DESCRIPTION OF THE INVENTION

While the making and using of various embodiments of the presentinvention are discussed in detail below, it should be appreciated thatthe present invention provides for inventive concepts capable of beingembodied in a variety of specific contexts. The specific embodimentsdiscussed herein are merely illustrative of specific manners in which tomake and use the invention and are not to be interpreted as limiting thescope of the instant invention.

The claims and specification describe the invention presented and theterms that are employed in the claims draw their meaning from the use ofsuch terms in the specification. The same terms employed in the priorart may be broader in meaning than specifically employed herein.Whenever there is a question between the broader definition of suchterms used in the prior art and the more specific use of the termsherein, the more specific meaning is meant.

While the invention has been described with a certain degree ofparticularity, it is clear that many changes may be made in the detailsof construction and the arrangement of components without departing fromthe spirit and scope of this disclosure. It is understood that theinvention is not limited to the embodiments set forth herein forpurposes of exemplification, but is to be limited only by the scope ofthe attached claim or claims, including the full range of equivalency towhich each element thereof is entitled.

An aircraft incorporating the present invention is shown from variousangles in FIGS. 1 through 7. The aircraft 12 has a fuselage 14 with aforward end 16 and an aft end 18. There is a tail 20 located on the aftend 18 of the fuselage 14. There are three wings located on either sideof the fuselage 14. The forward wing or coanda 22 is located towards theforward end 16 of the fuselage 14. The upper wing 24 is located up andtowards the aft end 18 of the fuselage 14 in relation to the coanda 22.The lower wing 26 is located below the upper wing 24 and slightlyforward. The lower wing 26 is located below and toward the aft end 18 ofthe fuselage 14 in relationship to the coanda 22. The coanda 22, upperwing 24, and lower wing 26 are all connected at one point at their outerend 28.

The coanda 22 is attached to the fuselage so that it has a downward rearangle. The top and bottom surfaces 30 and 32 of the coanda 22 arecurved. Due to the Coanda effect, the air flowing over and under thecoanda 22 will follow the curve of the top and bottom surfaces. 30 and32 of the coanda 22 and then flow across the top surface 34 of the lowerwing 26.

The top surfaces 34 and 36 of the lower and upper wings 26 and 24 arecurved while the bottom surfaces 38 and 40 of the upper and lower wings24 and 26 are generally flat. The increased airflow across the topsurface 34 of the lower wing 26 due to the coanda 22 helps increase thedensity and velocity of the airflow across the top surface 34 of thelower wing 26. This in turn helps increase the lift generated by thelower wing 26. In addition, the upper wing 24 also generates lift.

The aircraft can be maneuvered and controlled by manipulating controlsurfaces found on the coanda 22, upper wing 24, lower wing 26 and tail20. These are the types of control sufaces which are well known in theart.

In an alternate embodiment, the aircraft can be maneuvered by changingthe contour of the surfaces of the coanda 22, upper wing 24 and lowerwing 26. FIG. 8 is a perspective view of the variable camber aerohydrodynamic surface (VCAHS) 42. The VCAHS 42 is made up of a pluralityof flexible cells 44. Each cell 44 is connected to a vacuum header 46and a pressure header 48 via a vacuum line 50 and a pressure line 52,respectively. The top and bottom surfaces 30 and 32 of the coanda 22,the top surface 34 of the lower wing 26, the top surface 36 of the upperwing 24, and the bottom surface 38 of the upper wing 24, and the bottomsurface 40 of the lower win 26 can be covered with the VCAHS 42. Thecontour of these surfaces can then be adjusted by controlling the flowto and from the VCAHS cells 44. By adjusting the vacuum valve 54 andpressure valve 56 found on each VCAHS cell 44, the change in the contourof the surfaces can then be used to maneuver aircraft 12. This enablesthe aircraft 12 to be maneuvered without creating any drag inherent withconventional controlled surfaces.

FIG. 9 is a cross-sectional view of an upper wing 24. The top surface 36and the bottom surface 38 of the upper wing 24 are covered with aplurality of VCAHS cells 44. Each of the VCAHS cells 44 are connected tothe vacuum manifold 46 via a vacuum line 50 and the pressure manifold 48via a pressure line 52. It should be noted that not all of the vacuumlines 50 and pressure lines 52 are shown in FIG. 9, in order to providea more understandable drawing. The coanda 22 and the lower wing 26 canalso be covered by the VCAHS 42. The contour of the upper wing 24, aswell as the coanda 22 and the lower wing 26, can then be altered bychanging the air pressure in the VCAHS cells 44 using the vacuum andpressure from the vacuum manifold 46 and pressure manifold 48. Not allof the vacuum lines 46 and pressure lines 48 are shown in FIG. 9, inorder to provide a more legible drawing.

The present invention can be incorporated into an aircraft which ispropelled by any type of power plant commonly used or known in the art.This power plant can be mounted on the forward end 16 of the fuselage14, the tail 20, or any one or more of the wings 22, 24 and 26, as wellas on the fuselage 14. The one configuration would be to mount an engineand propeller on the forward end 16 and/or the tail 20. Likewise, thepresent invention can be incorporated into an aircraft which is aglider. Another embodiment of the present invention is to use it on anaircraft capable of carrying passengers and/or cargo. Yet anotherembodiment of the present invention is to use it on a model or toyairplane or glider of the type typically flown for recreation or as ahobby.

FIG. 10 provides a top view of the preferred engine configuration. FIG.11 provides a side view of the engine configuration found in FIG. 10.There is an engine 58 provided on either side of the fuselage 14. Eachengine 58 would preferably be a turbo, however, other types of enginesknown in the art could be used. Each engine 58 has a saddle shunt 60located just behind the outlet of the engine 58. The saddle shunt 60 isattached to the fuselage 14 by a hinge 61. When the saddle shunt 60 isin the open position, as shown in FIG. 12, the thrust 63 from theengines 58 flows through the through fuselage bypass duct 62 and out theaft end 18 of the aircraft 12. When the saddle shunt 60 is in the closedposition, as shown in FIG. 13, the thrust 63 from the engines 58 areeach diverted so that they run through the crossover duct 64 and thecoanda duct 65. The thrust 63 running through the coanda duct 65 exitsthe coanda duct 65 through an opening 67 near the trailing edge of thecoanda 22 on the same side of the fuselage 14 as the engine 58 thatgenerated the thrust 63. The portion of the thrust 63 from each engine58 running through the crossover ducts 64 crosses to the opposite sideof the fuselage 14 from the engine 58 that generated the thrust 63. Thethrust 63 from the crossover duct 64 is then injected into the coandaduct 65 where it mixes with the thrust 63 from the opposite engine 58and exits out the opening 67 in the coanda 22 on the opposite side ofthe fuselage 14. This helps provide an even lift on either side of thefuselage 14 in the event that one of the engines 58 is lost ormalfunctions.

The engine configuration shown in FIGS. 10 and 11 would be capable of ashort takeoff or landing (STOL). In order to do that there is a pair ofthrust reversers 66 located on either side of the tail 20 of thefuselage 14. FIG. 10 shows the top view of the aircraft 12 with thethrust diverters 16 in the extended position. FIG. 11 shows a side viewof the aircraft 12 with the thrust diverters 66 in the retractedposition. In order to perform a short takeoff or landing, the saddleshunt 60 would be in the closed position as shown in FIG. 13. This woulddivert the thrust from the engines 58 so that it ran through thecrossover duct 64 and coanda duct 65, out the openings 67 near thetrailing edge of the coandas 22 and over the top surface 34 of the lowerwing 26. The thrust would then be diverted by the thrust diverters 66located on either side of the aft end 18 of the fuselage 14. This allowsthe engines 58 to create the lift necessary to lift the aircraft 12 offthe ground with limited forward movement. Once the aircraft 12 was atthe desired altitude, the thrust diverters 66 could be retracted intothe position shown in FIG. 11 to increase the forward movement of theaircraft 12.

FIG. 14 shows a top view of an aircraft 12 incorporating the presentinvention in use with conventional control surfaces 68 in lieu of usingthe VCAHS 42 control surfaces. FIG. 15 shows a side view of an aircraftincorporating the present invention and using conventional controlsurfaces 68. It should be noted that the location of the controlsurfaces 68 shown in FIGS. 14 and 15 are not the sole control surfacesthat could be adapted to the aircraft 12. The present invention couldinclude a number of other conventional control surface designs.

FIG. 16 is a cross-sectional view of one embodiment of the presentinvention taken along a line indicated in FIG. 14. It has beensimplified by not showing any of the internal structures of the coanda22, upper wing 24 or lower wing 26. FIG. 16 shows the location of theregions of high pressure 102, the low pressure 104, and the vortex 106.As the airspeed of the aircraft 12 increases, the location of the vortex106 migrates aftward underneath the upper wing 24. This causes change inthe location of the high pressure under the wing and could affect thehandling of the aircraft 12. Vortex 106 further compresses the airbetween the vortex 106 and the upper wing 24, thus increasing thedensity of the air in that region and the lift generated by the upperwing 24.

FIG. 16 also shows one embodiment of the invention, that being a Krugerflap 108 located on the bottom surface 38 of the upper wing 24 just aftof its leading edge. The Kruger flap 108 can be open or extended asshown in FIG. 16 to move the vortex 106 forward in relationship to theaircraft 12. This may be necessary to help the handling characteristicsof the aircraft 12.

It will be apparent to those skilled in the art that variousmodifications and variations can be made in the construction,configuration, and/or operation of the present invention withoutdeparting from the scope or spirit of the invention. For example, in theembodiments mentioned above, variations in the materials used to makeeach element of the invention may vary without departing from the scopeof the invention. Thus, it is intended that the present invention coverthe modifications and variations of the invention, provided they comewithin the scope of the appended claims and their equivalents.

While this invention has been described to illustrative embodiments,this description is not to be construed in a limiting sense. Variousmodifications and combinations of the illustrative embodiments, as wellas other embodiments, will be apparent to those skilled in the art uponreferencing this disclosure. It is therefore intended that thisdisclosure encompass any such modification or embodiments.

1. An aircraft comprising: a fuselage with a forward end, an aft end andtwo lateral sides; a pair of coanda each with an inner and outer end; apair of upper wings each with a leading edge, a top surface, a bottomsurface, a Kruger flap, an inner end and an outer end, wherein theKruger flap is located on the bottom surface aft of the leading edge;and a pair of lower wings each with an inner and outer end; one of thecoanda is disposed on either side of the fuselage with the inner endsattached to the lateral sides of the fuselage; one of the upper wings isdisposed on either side of the fuselage with the inner ends attached tothe lateral sides of the fuselage, located aft and above in relation tothe coanda; one of the lower wings is disposed on either side of thefuselage with the inner ends attached to the lateral sides of thefuselage, located aft and below in relation to the coanda, and below andforward in relationship to the upper wings; the outer ends of thecoanda, upper wing and lower wing located on each lateral side meet. 2.The aircraft as claimed in claim 1, wherein the coandas have a curvedtop surface and a curved bottom surface and a generally downward anglewith relation from forward to aft of the fuselage.
 3. The aircraft asclaimed in claim 1, wherein the upper wings have a curved upper surfaceand a flat bottom surface.
 4. The aircraft as claimed in claim 1,wherein the lower wings have a curved upper surface and a flat bottomsurface.
 5. The aircraft as claimed in claim 1, further comprising apropeller driven by an engine mounted on the forward end of thefuselage.
 6. The aircraft as claimed in claim 1, further comprising apropeller driven by an engine mounted on the aft end of the fuselage. 7.The aircraft as claimed in claim 1, further comprising a pair of enginesfor generating thrust located on the forward end of the fuselage oneither lateral side.
 8. The aircraft as claimed in claim 7, furthercomprising a pair of saddle shunts, a pair of through-fuselage ducts, apair of coanda ducts and a pair of crossover ducts located just aft ofthe engines; the saddle shunts are hingedly connected to the fuselageand move between an open and a closed position; wherein the thrust flowsthrough the through-fuselage ducts when the saddle shunts are in theopen position and through the coanda ducts and the crossover ducts whenthe saddle shunts are in the closed position.
 9. The aircraft as claimedin claim 7, further comprising a pair of thrust diverters attached toeither side of the aft end of the fuselage.
 10. The aircraft as claimedin claim 1, wherein the top and bottom surfaces of the coandas and thetop and bottom surfaces of the upper wings and the top and bottomsurfaces of the lower wing are covered with a variable camber aerohydronamic surface comprised of a plurality of cells.
 11. The aircraftas claimed in claim 10, wherein each cell has a pressure line with apressure valve connecting the cell to a pressure manifold and a vacuumline with a vacuum valve connecting it to a vacuum manifold.
 12. Anaircraft comprising: a fuselage with a forward end, an aft end and twolateral sides; a pair of coanda each with a curved top surface, a curvedbottom surface, an inner end, an outer end and a generally downwardangle with relation from forward to aft of the fuselage; a pair of upperwings each with a curved upper surface, a generally flat bottom surface,a leading edge, a Kruger flap, an inner end and an outer end, whereinthe Kruger flap is located on the bottom surface aft of the leadingedge; a pair of lower wings each with a curved upper surface, agenerally flat bottom surface, an inner end and an outer end; apropeller driven by an engine mounted on the forward end of thefuselage; and a propeller driven by an engine mounted on the aft end ofthe fuselage; one of the coanda is disposed on either side of thefuselage with the inner ends attached to the lateral sides of thefuselage; one of the upper wings is disposed on either side of thefuselage with the inner ends attached to the lateral sides of thefuselage, located aft and above in relation to the coanda; one of thelower wings is disposed on either side of the fuselage with the innerends attached to the lateral sides of the fuselage, located aft andbelow in relation to the coanda, and below and forward in relationshipto the upper wings; the outer ends of the coanda, upper wing and lowerwing located on each lateral side meet.
 13. An aircraft comprising: afuselage with a forward end, an aft end and two lateral sides; a pair ofcoanda each with a curved top surface, a curved bottom surface, an innerend, an outer end and a generally downward angle with relation fromforward to aft of the fuselage; a pair of upper wings each with a curvedupper surface, a generally flat bottom surface, a leading edge, a Krugerflap, an inner end and an outer end, wherein the Kruger flap is locatedon the bottom surface aft of the leading edge; a pair of lower wingseach with a curved upper surface, a generally flat bottom surface, aninner end and an outer end; a pair of engines for generating thrustlocated on the forward end of the fuselage on either lateral side; apair of saddle shunts, a pair of through-fuselage ducts, a pair ofcoanda ducts and a pair of crossover ducts located just aft of theengines, the saddle shunts are hingedly connected to the fuselage andmove between an open and a closed position, wherein the trust flowsthrough the through-fuselage ducts when the saddle shunts are in theopen position and through the coanda ducts and the crossover ducts whenthe saddle shunts are in the closed position; and a pair of thrustdiverters attached to either side of the aft end of the fuselage; one ofthe coanda is disposed on either side of the fuselage with the innerends attached to the lateral sides of the fuselage; one of the upperwings is disposed on either side of the fuselage with the inner endsattached to the lateral sides of the fuselage, located aft and above inrelation to the coanda; one of the lower wings is disposed on eitherside of the fuselage with the inner ends attached to the lateral sidesof the fuselage, located aft and below in relation to the coanda, andbelow and forward in relationship to the upper wings; the outer ends ofthe coanda, upper wing and lower wing located on each lateral side meet;wherein the top and bottom surfaces of the coandas and the top andbottom surfaces of the upper wings and the top and bottom surfaces ofthe lower wing are covered with a variable camber aero hydronamicsurface comprised of a plurality of cells, and each cell has a pressureline with a pressure valve connecting the cell to a pressure manifoldand a vacuum line with a vacuum valve connecting it to a vacuummanifold.